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The main objective of the present research is to investigate the benefits of using geogrid reinforcement in minimizing the rate of deterioration of ballasted rail track geometry resting on soft clay and to explore the effect of load amplitude, load frequency, presence of geogrid layer in ballast layer and ballast layer thickness on the behavior of track system. These variables are studied both experimentally and numerically. This paper examines the effect of geogrid reinforced ballast laying on a layer of clayey soil as a subgrade layer, where a half full scale railway tests are conducted as well as a theoretical analysis is performed.

The experimental tests work consists of laboratory model tests to investigate the reduction in the compressibility and stress distribution induced in soft clay under a ballast railway reinforced by geogrid reinforcement subjected to dynamic load. Experimental model based on an approximate half scale for general rail track engineering practice is adopted in this study which is used in Iraqi railways. The investigated parameters are load amplitude, load frequency and presence of geogrid reinforcement layer. A half full-scale railway was constructed for carrying out the tests, which consists of two rails 800 mm in length with three wooden sleepers (900 mm × 90 mm × 90 mm). The ballast was overlying 500 mm thick clay layer. The tests were carried out with and without geogrid reinforcement, the tests were carried out in a well tied steel box of 1.5 m length × 1 m width × 1 m height. A series of laboratory tests were conducted to investigate the response of the ballast and the clay layers where the ballast was reinforced by a geogrid. Settlement in ballast and clay, was measured in reinforced and unreinforced ballast cases. In addition to the laboratory tests, the application of numerical analysis was made by using the finite element program PLAXIS 3D 2013.

It was concluded that the settlement increased with increasing the simulated train load amplitude, there is a sharp increase in settlement up to the cycle 500 and after that, there is a gradual increase to level out between, 2,500 and 4,500 cycles depending on the load frequency. There is a little increase in the induced settlement when the load amplitude increased from 0.5 to 1 ton, but it is higher when the load amplitude increased to 2 ton, the increase in settlement depends on the geogrid existence and the other studied parameters. Both experimental and numerical results showed the same behavior. The effect of load frequency on the settlement ratio is almost constant after 500 cycles. In general, for reinforced cases, the effect of load frequency on the settlement ratio is very small ranging between 0.5 and 2% compared with the unreinforced case.

Increasing the ballast layer thickness from 20 cm to 30 cm leads to decrease the settlement by about 50%. This ascertains the efficiency of ballast in spreading the waves induced by the track.

The railway track system is the platform by which loads from moving trains are transferred to the underlying soil or supporting infrastructure such as bridges. The most common type of railway track system is ballasted track, which has been in use for over a century. Ballasted track has proved versatile. It can be constructed using locally available materials and with modifications to the rails and sleepers, crossings transferring trains from one route to another can be created. The structure of a ballasted track system consists of two main parts. The upper portion, termed the superstructure, comprises the rails, fastenings and sleepers. It is formed of components whose shape, stiffness and strength are designed and closely controlled. Below the superstructure is the substructure, which comprises the ballast and sub-ballast. Although the materials used in the substructure may have been specified, their engineering properties and geometric placement are less well controlled. In this chapter, we will explore how a typical ballasted track system transfers load to the ground and the ways in which the track form deteriorates, requiring maintenance and eventually renewal.

In this paper, a high-frequency radar test system was used to collect the data of clean ballast bed and fouled ballast bed of ballasted tracks, respectively, for a quantitative evaluation of the condition of railway ballast bed.

Based on original radar signals, the time–frequency characteristics of radar signals were analyzed, five ballast bed condition characteristic indexes were proposed, including the frequency domain integral area, scanning area, number of intersections with the time axis, number of time-domain inflection points and amplitude envelope obtained by Hilbert transform, and the effectiveness and sensitivity of the indexes were analyzed.

The thickness of ballast bed tested at the sleep bottom by high-frequency radar is up to 55 cm, which meets the requirements of ballast bed detection. Compared with clean ballast bed, the values of the five indexes of fouled ballast bed are larger, and the five indexes could effectively show the condition of the ballast bed. The computational efficiency of amplitude envelope obtained by Hilbert transform is 140 s·km⁻¹, and the computational efficiency of other indexes is 5 s·km⁻¹. The amplitude envelopes obtained by Hilbert transform in the subgrade sections and tunnel sections are the most sensitive, followed by scanning area. The number of intersections with the time axis in the bridge sections was the most sensitive, followed by the scanning area. The scanning area can adapt to different substructures such as subgrade, bridges and tunnels, with high comprehensive sensitivity.

The research can provide appropriate characteristic indexes from the high-frequency radar original signal to quantitatively evaluate ballast bed condition under different substructures.

Ballast water of merchant ship is a source of introduction of invasive species around the globe. The purpose of this paper is to present a quantitative risk assessment applied to a model port, the Port of Arzew in Algeria, and based on an analysis of this port’s shipping traffic.

The risk assessment for introduction of invasive species is interpreted in the form of a probabilistic process, with a combination of two probabilities. The first probability is related to the ability of a species to arrive to the destination (recipient port), depending on the quantity of water ballast discharged and the duration of voyage. The second one is based on the species ability to survive in their new environment, which depends on the environmental similarity between donor port and Arzew port.

This assessment’s outcome consists on a classification of scenarios regarding their acceptability. Consequently, it helped to classify donor ports according to a risk scale, from low risk to high-risk donor ports.

The phenomenon of invasion of aquatic species is a complex process. Factors such as adaptation and tolerance of species, the attendance or absence of predators, were not taken into account in this study.

This study could be used by the maritime administration as a decision-making tool regarding the issue of exemptions under the IMO International Convention on the Management of Ballast Water and Sediments 2004.

This is one of the first known studies in Algeria and dealing with ballast water management. The results of this assessment provide useful information to policy makers, in order to develop a national strategy to reduce the impact of shipping pollution on the marine environment.

The first part of this article dealing with Degrees of Vacuum, Pump Design, Use of Cold Traps, etc., appeared in our October issue.

The purpose of this paper is to estimate that the start-up current parameters are stochastic or not. Electronic equipment in luminaries significantly improves their luminous efficiency, thereby increasing the energy efficiency of lighting installations. However, the use of electronics [e.g. electronic ballasts for discharge lamps or power supply units for light-emitting diode (LED) luminaries] may also cause some negative effects in lighting installations. One of such effects is large inrush current, which can greatly exceed the admissible line load and trigger the overcurrent protective devices.

The paper presents results of laboratory tests together with their statistical analysis of the inrush currents of lighting luminaires. Three road luminaires build in different technologies of similar power have been selected for the study. The theoretical distributions described by the analytical formulas matched the empirical distributions by using the MATLAB’ Statistical Toolbox.

As parameters that characterize short-time overcurrent at start-up are the maximum value of overcurrent amplitude in start-up moment (I_PIC), the duration of overcurrent in start-up moment (t_PIC) and melting integral MI. The aim of this statistical analysis of the selected parameter is to provide an overcurrent mathematical description allowing to estimate the probability of occurrence of values. For lighting luminaire fitted with magnetic ballasts, the parameters analyzed will randomly vary with the moment of power on. For electronic ballasts, the occurrence of this phenomenon depends on the adopted construction solution.

This will allow, for example, to estimate the probability of activation of protection device by comparing the value of the inrush current Joule’s integral MI with its value for the analyzed protection device. The proposed method may be useful for checking the selectivity of the protection devices in the lighting system.

The study enables application of a probabilistic model for analysis of inrush currents of lighting luminaire and predicting the possible consequences of their occurrence.

The vibration of the rails is a significant source of railway rolling noise, often forming the dominant component of noise in the important frequency region between 400 and 2000 Hz. The purpose of the paper is to investigate the influence of the ground profile and the presence of the train body on the sound radiation from the rail.

Two-dimensional boundary element calculations are used, in which the rail vibration is the source. The ground profile and various different shapes of train body are introduced in the model, and results are observed in terms of sound power and sound pressure. Comparisons are also made with vibro-acoustic measurements performed with and without a train present.

The sound radiated by the rail in the absence of the train body is strongly attenuated by shielding due to the ballast shoulder. When the train body is present, the sound from the vertical rail motion is reflected back down toward the track where it is partly absorbed by the ballast. Nevertheless, the sound pressure at the trackside is increased by typically 0–5 dB. For the lateral vibration of the rail, the effects are much smaller. Once the sound power is known, the sound pressure with the train present can be approximated reasonably well with simple line source directivities.

Numerical models used to predict the sound radiation from railway rails have generally neglected the influence of the ground profile and reflections from the underside of the train body on the sound power and directivity of the rail. These effects are studied in a systematic way including comparisons with measurements.

This article is condensed from the paper given by the German expert, Dr. J. Lepper of Frankfurt‐am‐Main, at the Swedish Technological Association and subsequently published in the Swedish journal, Teknisk Tidskrift. Dr. Lepper gives a survey of recent progress in the cathodic protection of ballast tanks.

SINCE the Report of the investigations into the causes and circumstances of the accident to R.101 do not bring out any noticeably new facts, and in general can be said to bear out the statements made and conclusions arrived at m the article on the accident published in AIRCRAFT ENGINEERING, Vol. II, November, 1930, pp. 278–280, it does not appear necessary to publish here any extended summary of it, particularly as this has been amply done elsewhere. It may, however, be well to give the authenticated figures of the weight and lift of the airship, as given in the Report, as they differ somewhat from the estimates published in the article already referred to. As originally designed, the hull was 732 feet long, with a maximum diameter of 132 feet, the total gasbag capacity being 4,998,500 cubic feet, giving a gross lift of 148 6 tons. The fixed weights amounted to 113·6 tons, leaving a useful lift of 35 tons, instead of the 60 tons for which the specification had called. To remedy this deficiency the servo control and certain fittings were removed, giving a gain of 2·3 tons, and the gasbag wiring was let out, giving a further gain of 3·4 tons; the total gain from these modifications being 5·7 tons. In addition to these alterations, an extra bay (8a) containing a gasbag with a opacity of 510,300 cubic feet was inserted, which resulted in a further net gain of 8·6 tons. After these modifications the length of the hull was 777 feet, the maximum diameter remaining the same as before, and the total gasbag capacity had been increased to 5,508,800 cubic feet, giving a gross lift of 167·2 tons. The fixed weights now amounted to 117·9 tons, leaving a useful lift of 49·3 tons.